Throttle control system



March 30, 1948. D. E. LIPFERT THROTTLE CQNTROL SYSTEM 2 Sheets-Sheet 1 Filed Oct. 16, 1943 March 3o, 1948. D, E, ,PFERT 2,438,71s-

THROTTLE yCONTROL; SYSTEM Filed bet. 1e, 1945 2 sheets-sheet 2 ATTORNEY Patented Mar. 30, 1948 2,438.7;3 maorrtaeomaot Donald E'. Linien, Meriden, Gone. assignee by mesne. assignments, to. Company, LWest Hartford i1 ement- Application October 16, 1943, SerlaLNo, 50(3523 ..11 @loins 1 This invention pertains to throttle controlslls.- tems for engines, especially engines .of the inter,- nal combustion type.

An object of the invention is to provide a sys,- tem in which the throttle may be ,controlled manually or automatically, at the will of the operator.

Another object is to provide a devicein `which the throttle may be set manually to va desired manifold pressure, after which the. desired pressure is maintained automatically.

TFurther and other objects and advantages. .will be apparent from the specification andfclalms, and from the accompanying dravvingwhichy illustrates What is now considered a preferred embodiment of the invention.

VIn the drawings: t

Figure l is a schematic view of .the` device.;

Fig. 2 is a detail View on line 2-2 of Fig. 1f;

Fig. 3 is a detail View on line 3-.3. of- Fig. 2;

Fig. 4 is a wiring diagram showing the .electrical connections in greater detail; andv Fig. 5 is a detail View showing indicating scales that may be proVided.

The device maintains constant manifoldpressure by means of a reversible electric motorpnce l `it is set manually to the pressure desired.

Manual control is restored automatically whenever the electric circuit is broken. In. thed illustrated embodiment of the invention an evacuated bellows under inuence of the manifold pressure is effective to control the motor.

As illustrated, throttle I is `in pipe |2 :leading to manifold I4. The throttle may be controlled manually by h and lever I6, pivoted at I8 and connected at its lower end, by pin 20,410 one end of rod r22, which in turn is connected bypin 24.150 the upper end of arm 26 having at its lowersend a hub 28 surrounding throttle shaft 30, l.which is in axial alignment with vshaft 32 of electric? motor 34.

The end of motor shaft r3i! is 4in the -fqr-m off'a flange 36 having a ring of serrations -38 extending axially. Throttle shaft 30 carries a ycollar 40 provided with a ring o f serrations 412H4slmilar to ring 3 8 on the motor shaft. Collar 40 yisslikcable axially on splines 44 in shaft-30, 4to place its serrations 42 into or out of engagement withserrations 38 on flange 36.

The right-hand end of c ollar 40 ls also prgvided with a ring of serrations 50 adapted to-Yengage cooperating serrations on hub `230i manual control arm 26. Collar 40 is constantlyurged to the right by spring 48. Throttle lshaft 30 :is `nor-- mally connected for manual control .through Ytold pressune, internal: hallows; v

wil-1: Abe .made by one; .ortlle; ethiek-Dali;

spring .48, .causing serrations @3.8, ,21 .to

s. an@ other .demandas gf ther-,beilegen to control rod 22 which enters the bellows; N at, 'its-.onda dials fili, fpmviqssl With Milli. .adapted-for '.contaot-lwithp0ints d .onheadftl respect' el Szto `the right- .orflei Enom theaboveit .will-:19e .apnrtetlitllat .@.f'ar themanifoldinressu .-.hasbeeelsetley the-.9 .torat thefpqint .de redrllead 5529i- "l 5.1.110". .d .nl 1 he 9.131%@ lg on .the forces acting ont the b.

ioiacefof .andthe-throttle@ tored-tqdesited non .by .the metan asv will Vnon :be deseaba@ Awhereupon.contactis brolsnfand-tha .um remue Whenever automatic Qontr. fdeslnedysnitln 15 is. closed, and :unile i-tis@ .sedif press .chamber 56; ,changes tocause bellows/hea 8 .toinoye .-to...the riehtuciently in vcontact .with point 5,8 C1.Jrr. I

3:4. and wir-e 8.8.

Whenever autr-.ent hows .thmueh the ..m9tor .solenoid'tl is- .eneraized and .Wlthdmwgslid A le collar A0. to. theleft -against the z-lleslsta trengage, .whilesimultaneously .disengaeingeerrations .latrthetotherrend ofcollar 40. l2-,his meanvsgthat throttle; Ml` through. its shat 30 `.and .collar 7.4 Ibis .now. .under `.con-trol ofmotorl, `and out. of-honrtrol-otiarm 26 andrmanualleuer l5. 'Bhemotor will `rotate in. .proper direction zto correct the :manifoldpressure and=..when that has `liefert.dono

Vvent injury to the'apparatus.

upon to serve" as 'onv 'arm 26 and points 68, 12, are separated and the motor stops, solenoid 90 is deenergized, and spring 48 moves collar 40 to the right again, re-engaging serrations 50, thus restoring manual control. A sleeve 9| of magnetizable material is secured to the collar 40 adjin conjunction therewith, constitutes an effective armature, core, or plunger, for the solenoid winding 90.

Whenever the manifold pressure changes to` permit contact between points 10, 14,-current ows from source 16, through wires 16, rod 22, points 10, 14, wires 92, 94,v

gized andthe parts will actas above ldescribed, except that the motor is reversed and the throttle Will move in the opposite direction until themanifold pressure causes points 10, 14 tovseparate, thus stopping the motor.

h'lheelectrical connections are shown diagramr'natically in greater detail in Fig; '4. There it will be seen that the motor 34 comprises an armature 34| and two field windings 342, 343, which latter are reversely wound or connected -so that when the winding 342 is energized the larmature 34| will rotate in one direction, and when the winding 343 is energized the armature 34|- will rotate in the opposite direction. The

'clutch magnet is vpreferably connectedV in series with the armature 34|- as shown in full lines yat 90 in Fig. 4. So connected, the clutch magfnetyis energized only when the motor 34 isV ensolenoid 90 upon energization of thevmotorand limit switch 96, wire 1 31, motor 34 and wire 88, solenoid 90 is ener-r limit it opens the contacts place the contact disk 66 in a selected position corresponding to any particular manifold presgized, causes the teeth 50 to disengage and causes the collar 40 to be coupled to the motor shaft. When the motor 34 is disabled, either by opening the'switch 15 or by failure of the source of supplyfto the motor, the clutch magnet 90 Y is deenergized, the collar 4u is disconnected from n mechanical control by operation of the lever solenoid, serrations 50 are disengaged, where-i 'by throttle shaft 30 and vmanually-controlled arm 26 may change their relative angular pov-sitions, with the result that when the motor is -de-energized and collar 40 returned to the right serrations 50 may not l re-engage the same again.

notches Vas they engaged previously, and therefore 'manual lever I6 can no longer bedepended an indicator of thrott1e.'posi tion.' v'Ifo' obviate that condition, serrations 50 -fmay besupplemented or replaced bya one-pothe form of a single tooth 98 adapted to enter a notch |00 in 'collar' 40.' A slight movement of lever I6 by 'siti'on' clutch in ',jthe operator after collar 40 returns tothe right -will bringthe tooth and notch into alignment lwhereupon spring 48 will force them into' engagement and the manual lever will again act as an' indicator of throttle position. v

It will be understood, in view of the` foregoing/disclosures, that the system is operative and 'fuseful in -'|00. In that case the operation is as follows.

the absence of the tooth 98 and notch With theswitch 15 open, the automatic control is disabled, the clutch magnet 90 is deener- Jgized, the collar 43 is in its right handposition i in which itis disengaged from the toothed `flange 36 ofthe motor shaft, the teeth or serrations 150 are in mesh, andthe control lof the throttle *issolely manual, i. e. by operation ofV thehandle 'lorfleverl I6. ToV place the system under-the automatic control, the lever I6 is so adjusted as to Vthrough the interposed mechanical connections,

and (2) to adjust the'positionof the contact disk 66 and thereby to select the particular, Vmanifold pressure which is desired to be maintained constant by the automatic system. It will be noted that when the tooth 98 land notch |00 are not employed and the control passes from automatic to manual by deenergization of the clutch magnet or solenoid 90, the resumption of manual control by remeshing of the teeth 50 may, and most likely will, result in causing the relative position of the throttle |0 and the lever I6 to be different from that which existed before automatic lcontrol was effected; This does not Vdefeat utility of the-` apparatus but simply means that during repeated and extended operation of the system the lever I6 isV not always in the same relative position with respecttothethrottlel.' Y j The advantage of providing thesingle tooth 98 and notch |00, or equivalent means, in place 'of or in supplement to the teeth or serrations 50, is that when the clutch magnet or solenoid Vbecomes'deenergized the throttle lever |6'may be. readily 'aligned toits desired relative positionwith respect to the throttle Hl by moving the t throttle lever until the single tooth 30 clicks into the notch |00.

, As shown in Fig. 5, the throttle lever I6 may Y 'be Aprovided with two stationary scales 406 and 500. The scale 400 indicates throttle position when vthe control of the throttle Il) is solely manual, i. e. whenthe automatic system is not Y in operation. Having in mind that the lever |6 .limited tothe specic embodiment Vherein illustrated and described, but may be used in other ways without departure from its spirit as deiined by the following claims-' Iclaim:

1. A throttle control system comprising manual means for causing said throttle to be moved to provide a desired manifold pressure, power means for moving said throttle, a clutch member movable to interconnect either said manual moving means or said power means With said throttle, and means responsive to changes in the manifold pressurel for controlling said movements of lthe clutch.

2. A throttle control system comprising a throttle, manual means for setting said throttle, an evacuated bellows subjected externally to the manifold pressure, electric contacts under control of said bellows, a reversible motor for moving said throttle', a solenoid, electric circuits for the motor and solenoid controlled by the said bellows controlled contacts a clutch member operatively connected to the solenoid and shiftable to engage either said manual means or said motor, said bellows controlled contacts being effective upon a change of manifold pressure for energizing said solenoid to shift said clutch means from engagement with said manual means into engagement with Isaid motor, and for simultaneously rotating said motor in proper direction to restore said pressure, thereby deenergizing said solenoid and said motor, whereby said clutch member leaves the motor and re-engages said manual control.

3. In an apparatus of the character described, a throttle, manual means for setting the throttle to obtain a desired manifold pressure, a reversible motor for adjusting the throttle to maintain said pressure, a single clutch operable to connect either the manual means or the motor to the throttle, a single solenoid controlling said operations of the clutch, and a manifold pressure responsive switch for energizing and deenergizing the solenoid to control operations of the clutch to put the throttle under the control of the motor or the manual means.

4. A throttle control system comprising a throttle member, a throttle shaft to which the throttle member is attached, means for manually rotating said throttle shaft to regulate the manifold pressure, a reversible motor having its shaft in axial alignment with the throttle shaft, a clutch member mounted on one of said shafts operable to connect either the motor or the manual means to the throttle shaft, a solenoid for operating the clutch member to connect the motor shaft to the throttle shaft, and a spring rendered effective when the solenoid is deenergized to shift the clutch member to disconnect the motor and connect the manual means to the throttle shaft.

5. A throttle control system comprising a throttle member, a throttle shaft to which the throttle member is attached, means on said shaft for manually rotating said throttle shaft to regulate the manifold pressure, a reversible motor having its shaft in axial alignment with the throttle shaft, a clutch member mounted on one of said shafts operable to connect either the motor or the manual means to the throttle shaft, a solenoid for op erating the clutch member to connect the motor shaft to the throttle shaft, a spring rendered effective when the solenoid is deenergized to shift the clutch member to disconnect the motor and connect the manual means to the throttle shaft, and a manifold pressure responsive switch for energizing and deenergizing the clutch solenoid and determining the direction of rotation of the motor.

6. A throttle control system comprising a throttle member, an adjustable shaft carrying said member, manual means normally operable to adjust said shaft to regulate the manifold pressure, a reversible motor, a clutch member movable in one direction to connect the motor tothe throttle shaft and in the other direction to connect the manual means to said throttle shaft', a single solenoid controlling said movements of the clutch member, and a manifold pressure responsive switch controlling said solenoid and determining the direction of motor rotation 'while the motor is connected to the throttle shaft.

'1. A manifold pressure control having a throttle and means for manually adjusting the throttle to determine the manifold pressure, Vin combination with means for automatically maintaining said pressure comprising 'an evacuated bellows subjected externally to the manifold pressure and a head on the bellows movable by expansion and contraction of the bellows, switch contacts Within the bellows controlled by said movable head, a

reversible motor, a clutch operable to connect either the manual means or the motor to the throttle, a single solenoid controlling the clutch, and solenoid and motor circuits controlled by the aforesaid switch contacts.

8. In a throttle control system, a throttle and manual means for setting it to determine the manifold pressure, in combination with means for automatically maintaining said determined pressure comprising a reversible electric motor, a single clutch member operable to connect either the manual means or the motor to the throttle, a single solenoid constructed to operate the clutch to connect the motor when the solenoid is energized, a spring for operating the clutch to connect the manual means to the throttle when the solenoid is deenergized, circuits for said motor and said solenoid, contacts for opening and closing said circuits, and a member movable by changes in the manifold pressure controlling the opening and closing of said contacts to energize and deenergize the solenoid and both to connect and disconnect the throttle to the motor and operate the motor as required to maintain the manifold pressure determined by the original manual setting of the throttle.

9. A throttle control system comprising a throttle member, a throttle shaft connected to the throttle member for concurrent movement therewith, means for manually rotating the throttle shaft to position the throttle, a reversible motor, a motor shaft driven by the motor and in axial alignment with the throttle shaft, a clutch member mounted on one of said shafts and operable to connect either the motor or the manual means to the throttle shaft, an electromagnet for operating the clutch member to connect the motor shaft Ato the throttle shaft, and a spring rendered effective when the electromagnet is deenergized to shift the clutch member to disconnect the motor and connect the manual means to the throttle shaft.

10. A throttle control system comprising a throttle member, a throttle shaft connected to the throttle member for concurrent movement therewith, means for manually rotating the throttle shaft to position the throttle, a reversible motor, a motor shaft driven by the motor and extending adjacent the throttle shaft, a single clutch member mounted on one of said shafts and operable to connect either the motor or the manual means to the throttle shaft, an electromagnet for operating the clutch member to connect the motor shaft to the throttle shaft, and means effective when the electromagnet is deenergized to shift the clutch member to disconnect the motor and connect the manual means to the throttle shaft.

Number;

@@Nmnampmnm 5 2,21%923-14, 

